Road-vehicle suspension.



F. WALTON. ROAD VEHICLE SUSPENSION. APPLICATION YILED AUG. 17. 1908.59,661 Patented May 31, 1910.

2 SHEETS-SHEET 1 gxwiz 1 P. WALTON.

ROAD VEHICLE SUSPENSION.

APPLICATION FILED AUG. 1'1. 190s.

Patented May 31, 1910.

2 SHEETS-SHEET 2.

FREDERICK WALTON, OF LONDON, ENGLAND.

ROAD-VEHICLE SUSPENSION.

Specification of Letters Patent.

Patented May 31, 1910.

Application filed August 17, 1908. Serial No. 448,992.

' To all whom it may concern:

' ing at 114 Holborn, in the county of London,

England, have invented certain new and useful Improvements in orRelating to Road- Vehicle Suspension, of which the following is aspecification.

TlllS invention relates to the supporting of road vehicle frames orbodies from their axles, by means of flexible vessels or chamberscontaining air or fluid under pressure, and has for its chief object toderive a more sensitive and resilient action therefrom than has hithertobeen obtained.

In pneumatic supporting devices as heretofore constructed or proposed tobe employed, whether consisting of cushions interposed between the axlesand the vehicle frame, or of annular pneumatic tubes interposed betweenthe axles and the frame, either in a vertical or a horizontal direction,or encircling the axles and connected to the frame, the sole source ofresiliency has been derived vfrom the resistance offered by the air conlined within the cushions to compression, due to an change in thecapacity or cross sectiona shape of such cushions when subjected to aload of a more or less varying character, with the result that theirresilient action is mainly dependent upon their. cross sectional areawhich of necessity must be of a somewhat limited size. The availablemovement for absorbing shocks is further reduced by the internal airpressure which must be sufiicient to prevent the walls of the cushionsfrom commg into contact with each other under the maximum load. Forimproving the. action of such pneumatic devices, various arrangementshave been employed, for example metal springs have been combined withthe pneumatic cushions, and in some cases other pneumatic cushionscontaining air at a different pressure have been combined therewith,with the object of enabling certain of the cushions to absorb shocks ofan ordinary character, the other cushions, or the combined cushions, orcushions and springs being arranged to come into action for absorbingexcessive shocks or vibrations, but in all the pneumatic devices, theresiliency has been obtained by the varying compression of the 'airwithin the cushions.

According to this invention the springs employed are of the pneumaticcushion type,

- the capacity 0 but instead of obtaining the resiliency solely by thedisplacement of the air, and the variation 1n the air pressure caused bythe change 111 the capacity or cross sectional shape of the cushion whensubjected to a vibratory force, I employ air or other fluid confinedunder pressure in a flexible vessel or chamher for maintaining the samein a normal position, and utilize the resiliency occasioned by theresistance offered by such vessel or chamber to deflection or bendingmovement or to any departure from its normal position, for enabling thevessel or chamber to act in thecapacity of a pneumatic or fluid pressurespring. By this means a wider range of action is obtained for taking upshocks or vibrations, a considerably lower pressure can be employedwhereby a softer and easier yielding movement is obtained, and a singlefluid pressure sfpring is capable of acting in a eflection spring forabsorblng all ordinary shocks and vibrations, and of combined deflectionand compression spring for absorbing abnormal shock or vibration. Thiseffect has hitherto only been obtained by the employment of two sets ofsprings in the manner above set forth.

When the springs are of an annular shape they may be supported above theaxle, or be arranged concentrically therewith, and in the latter case animportant feature of my invention consists in forming and supporting thesprings in such a manner that an annular space extends between the axleand the inner periphery of the spin the lower outer peripheral portionthereofieing supported by a member rigidly or yieldingly connected withthe axle while the upper portion of the spring is supportedby a memberconnected with the body of the vehicle.

In order that my said invention may be clearly understood and readilycarried into effect I will now proceed to describe the same withreference to the accompanying drawings, in which Figure l is a sectionalelevationof part of a chassis showing one method of sup-.

porting the fluid pressure spring. Fig. 2 is a transverse sectionalelevation of Fig. 1. Fig. 3 is an outside sectional elevation of part ofa chassis showing the fluid pressure spring arranged concentrically inrelation to the axle. Fig. 4 shows a slightly modified method ofconnecting the aforesaid spring to its axle. Fig. 5 is a transverse sectional elevation of Fig. 3. Fig. 6 is a detached view drawn to a largerscale of a connecting device for preventing undup lateral movementbetween the chassis frame and the axle. Fig. 7 is a transverse sectionalelevation of part of a chassis, showing an arrangement for enabling thefluid pressure spring to be removed from the axle without previouslytaking off the wheel, and Fig. 8 is a side elevation thereof, part ofwhich is shown in section.

A represents the fluid pressure spring, B the side frame of the chassis,and G the axle.

With reference to Figs. 1 and 2, the spring A comprises an endless tubeprovided with a valve (4 by means of which it can be inflated or chargedwith fluid to the required pressure for supporting the load it has tocarry without its annular shape being unduly changed thereby, it beingfound in practice, that a much lower pressure is required for retainingthe spring in its most efi'ective condition than is required inconnection with pneumatic tires. Each of the springs is verticallysupported between a bracket 5 extending upwardly from each side frame ofthe chassis, and a bracket 0 fixed on the axle (l directly underneaththe bracket 6. Adjustable stops I) carried by brackets (Z secured to thechassis frame on opposite sides of the spring A serve to prevent unduebending movement; of the latter. The axle C is connected to the chassisby two radius rods 0 one of which passes through each of the brackets a,and is adjustably secured thereto by the nuts 0 its oppositeendbeing'pivotally mounted on a bracket 5 secured to each of the sideframes B. Any suitable means may be provided for preventing lateralmovement between the axles and the frame. In the example shown, each ofthe side frames B has fixed thereto a bracket E to which is pivoted oneend of a rod E The opposite end of such rod is provided with a slottedtubular member E see Fig. 6, for the reception of springs E and bearingblocks E which encircle a pin E projecting from a bracket E secured tothe axle. The parts are retained in position within the tubular memberby a screw plug E which permits of adjustment of the springs. E and iscapable of being rigidly secured by a screw E passing through lugs inthe tubular member. This arrangement enables the end of the rod to movein a circular path,

and provides for a slight amount of lateral resiliency between the sideframes and the axle, but prevents undue lateral movement between suchparts. To support the body of the vehicle in the event of any of thefluid pressure springs becoming deflated, spring stops are interposedbetween the side frames B and the axles C. Each stop convenientlycomprises two cylinders F containing hollow plungers F and springs Finterposed i erence to Figs. 3 and 5 of the drawings and between theframe B to which the aforesaid cylindersare secured, and the ends of theplungers F Fixed on the axle C underneath the aforesaid plungers is abracket F provided with extensions F to act as abutments for theplungers F under the above statedcondition or when otherwise required.The distance between the ends of the plungers F and the extensions F ispreferably such as to admit of the maximum required movement between theaxle and frame without the supplementary supporting device coming intoaction.

In the arrangement shown in Figs. 3, 4t and 5, the spring A is mountedconcentrically in relation to the axle C, and is so formed as to providean annular space A between the axle and the inner periphery of thespring. The outer and lower peripheral portion of the spring issupported from the axle by a bracket 0 provided with inwardly extendingmembers 0 which inclose the opposite sides of the spring A and areconnected to the axle C by the caps 0 and bolts 0 I11 Fig. i, theconnection between the bracket 0 and the axle is made of a slightlyresilient nature through the interposition of indiarubber washers c. Theupper supporting member I) is slidably mounted in a,

bracket, b secured to the side frame B, and is retained in its correctposition by the spring A and the radius rod 0 The latter is pivoted atone end to a bracket 0 fixed to the axle C and at the other end to abracket 6 in the manner above set forth, and is formed .in two piecesconnected together by a right and left hand screw coupling 0 foradjustment purposes. The rods E for preventing lateral movement betweenthe axle and frame areconnected at one end to'lugs 6 formed on thebrackets 5 and at the other end to the axle in the manner alreadydescribed. The supplementary supporting device is arranged on the cap 0of the bracket 0 and comprises a cylinder 0 for the reception of ahollow plunger 0 and a spring 0 interposed between the end of theplunger and the upper surface of the axle .C, a projecting surface I)being formed on the bracketto act as an abutment for the said plungerwhen required.

To facilitate the removal of the spring A from the axle C, each end ofthe latter inter mediateof the wheels may be formed with a downwardlyextending portion C see Figs. 7 and 8, which terminates in a shorthorizontal axle C such axle constitutes the journal pin for the wheel,and the inner portion is encircled.

by the spring A which is retained in position in relation thereto by itstop and bottom supporting members I) and 0 respectively. The lowermember 0 is connected to the axle C in the manner above set forth withref- The outer portion of lee the upper member I) is made in the form ofan open bracket, through which the intermediate horizontal portion ofthe axle passes and is capable of a more or less ver- 5 tical movementtherein. This arrangement thereto by a pair of radius rods 0 connectedwith the two portions C and C of the axle in the manner indicated inFigs. 7 and 8 the said radius rods being provided with right and lefthand screw couplings c for adjustment purposes, and connected at theiropposite ends to a bracket b fixed to each s1de frame B. Lateralmovement between the axle and frame is prevented by the rods E and theirconnections in the manner above set forth, and the supplementarysupporting devices may consist of cylinders 0 secured to the oppositesides of the axle C directly underneath the side frames B, andcontaining spring actuated plungers 0 If desired the fluid pressuresprings may be so arranged as to give a three-point suspension to thevehicle-body, that is to say two of the springs may be mounted on the.

rear axle and one of them on the front axle, and in this case the springon the front axle may be'arranged parallel with the axle instead oftransversely thereto as illustrated in the drawings with respect to therear axle.

B the arrangements above described a fluid ressure spring is producedwhich may be soliely dependent for its resilient action uponitsdeflection or bending movement, or becapable of acting as a combineddeflection and compression spring by causing a portion of the innerperiphery of the spring to meet with a fixed resistance, such forexample as the axle itself, at a predetermined point of its bendingmovement, whereby the said portion of the spring will be compressedbetween the axle and the upper or lower supporting member as the casemay be and its resistance to further movement will be greatly increased.

Any liability of creasing or kinking of the tube when subjected to theaforesaid bendiug movement may be avoided by means of a light flexiblemetal rim encircling the inner periphery of the tube and suitablyconnected therewith, or by suitably reinforcing the tube at those partswhere creasing is liable to occur.

tained in its correct position in relation The tubes may be manufacturedof any suitable material or materials, for withstanding the fluidpressure, and in some cases the material may possess suflicient rigidityto assist in maintaining the normal position pf Ltihe tubes when underthe influence of a The details of construction can be variouslymodified, so long as the resiliency is obtained by the deflection orbending of the springs from a position normally imparted thereto by thefluid under pressure therein.

What I claim and desireto secure by Letters Patent of the United Statesis z- 1. lhe combination with the frame or body of a vehicle and itswheel axles, of asuspension device comprising an annular flexiblecushion containing fluid under pressure, arranged edgewise in relationto the frame and axles and unsupported at its inner periphery so thatits resiliency is primarily derived by resistance to deflectionirrespective of compression and consequent reduction in capacity. y

2. The combination with the frame or body of a vehicle and its wheelaxles, of a suspension device comprising an annular flexible cushioncontaining fluid under pressure, and arranged in an approximatelyupright position between a bracket carried by the vehicle frame and abracket carried by the wheel axle, the said cushion being unsupported atits inner periphery so that its resiliency is derived by resistance todeflection irrespective ofcompressionand consequent reduction incapacity.

3. The combination with the frame or body of a vehicle and its wheelaxles, of a suspension device comprising an annular flexible cushioncontaining fluid under pressure, and arranged in an approximatelyupright position between a bracket carried by the vehicle frame and abracket carried by the wheel axle, the said cushion being unsupported atits inner periphery so that its resiliency is derived by resistance todeflection irrespective of compression and consequent reduction incapacity, and a supplementary resilient supporting device adapted v tocome into operation only in the event of the flexible cushions becoming.deflated.

In testimony whereof I aflix my signature in presence of two-witnesses.

. FREDERICK W ALTON. Witnesses WM. MnLLnRsir-JAcxsoN, T. SELBY VVARDLE.

